Post by flyjoe180 on May 2, 2007 16:59:59 GMT 12
Photo of Toll Priority/Airwork NZ's first B737-300 freighter ZK-TLA.
www.airliners.net/open.file/1203568/L/
And in case you missed the background, here's a news article from 19 April www.stuff.co.nz/marlboroughexpress/4030810a6425.html
And here www.stuff.co.nz/stuff/dailynews/4041657a13.html , an article on NZ aviation as the industry is today:
The aviation industry is being presented with enormous opportunities. Roeland van den Bergh explains.
EVER since South Canterbury farmer Richard Pearse took to the sky early last century and landed on a gorse fence, New Zealand aviators have had a can-do attitude that has built a unique industry.
The industry has its roots in agriculture and an economic need to transport people the length of a long, skinny and geographically challenging country.
Aviation pioneers converted surplus World War II Tiger Moth training planes for top dressing to help develop steep hill country. And American helicopter maker Robinson never imagined its tiny R22 commuter helicopter, designed to carry an executive and his briefcase, would be used to haul deer out of New Zealand's hinterland.
"Unlike most economies, aviation has grown up here from real grass roots, bedrock, home construction," Aviation Industry Association chief executive Irene King says.
Today, the industry of about 600 businesses contributes an estimated $1 billion a year to exports, ranging from Air New Zealand's engine and engineering services to light aircraft manufacturing, pilot training and classic leather flying helmets.
But the industry has set a "conservative target" to triple that to about $3 billion by 2020, based on global industry growth.
Economic Development Minister Trevor Mallard says the industry must become a specialist 21st- century technology-based service and manufacturing provider to capitalise on a global aviation boom.
And the numbers are enormous.
Worldwide passenger numbers are expected to grow about 5 per cent a year for the next 20 years. Some 51,000 aircraft are expected to be delivered over that time to cater for demand.
China alone is projected to need 55,000 new pilots by 2025.
To capitalise on the opportunity, New Zealand will need to attract international partners, Mr Mallard says.
The massive demand for pilots, instructors, cabin crew, engineers and air traffic controllers "is the single most significant opportunity" for the sector, a report has found.
"This situation is expected to continue for at least the next five years, likely longer, as fleets are rebuilt, new operators emerge, and growth prospects are realised in the developing nations of Asia, the Middle East and, perhaps later, South America," the Peet Aviation report says.
About 300 pilots a year are trained in New Zealand, a business worth about $26 million.
Ms King says she receives emails daily from other countries asking if New Zealand has the capacity to train up to 4000 pilots.
Such numbers have caught the attention of big foreign investors who are prepared to put in the $25 million to $50 million needed to build a new facility or develop an existing school.
Our uncongested skies, strong regulatory system, challenging geography and changeable weather give trainees a broad range of skills, Ms King says.
British multinational airline pilot trainer CTC Aviation opened a school at Hamilton airport two years ago and expects to train 144 mainly British students a year, contributing $95 million to the region's economy in the next 10 in years.
Invercargill Airport's operations manager, Eric Forsyth, says the airport is talking to potential investors and hopes to have an airline pilot school open by early next year, possibly in conjunction with Southern Wings flying school which is based at the airport.
Three similar schools are being considered for other airports.
Peet Aviation cautions against targeting the mass training of pilots and recommends the sector focus on training instructors for airlines and flying schools overseas.
European plane maker Airbus could be a partner for a New Zea- land-based school, to compete with rival Boeing's new facility in Queensland, Australia, which will be the first to train pilots to fly an airliner without the student ever having flown solo.
But while New Zealand can only hope to train a fraction of the world's airline pilots, it can dominate the training market for helicopter pilots, because the country is already highly regarded, Ms King says.
"(A pilot's) skills are constrained by the environment that you have been taught in, and both Canada and New Zealand have the advantage of having pretty rugged terrain, combined with fairly dramatic changes in weather."
Opportunities also exist in non- flying aviation education training, including management, and border and security control as well as air traffic controllers, Ms King says.
State-owned air traffic control provider Airways New Zealand has earned $20 million training controllers in the United States in the past five years. Airways has also developed a full-sized control tower training simulator that can realistically depict the view from any tower in the world on a surround-screen.
Airways spokesman Ken Mitchell says it plans to take advantage of the worldwide boom in demand for air traffic control training, which is partly due to a looming retirement bubble in the US, and the growth of aviation in India and China.
The tower simulator is an example of niche technology developments, some taking on global aerospace giants by developing cheaper and simpler options. Pacific Simulators has slashed the cost of a fixed-based Boeing 737NG simulator to $1 million, compared with $20 million for a full-motion version. The simulators are training-certified and also supplied to the entertainment industry, giving anyone a realistic taste of what it takes to fly a jetliner.
The death of liquor baron Michael Erceg in a helicopter crash in 2005, and the long search for his aircraft, led to the development of a satellite- based tracking device for aircraft.
James McCarthy of Spider Tracks says private pilots had been expected to be the main buyers of the $3500 portable trackers, but the Manawatu company has instead been overwhelmed by interest from small and medium-sized airlines wanting to track their aircraft, including an Indian airline with 100 planes.
Vintage Aviator is possibly the only company in the world with approval to manufacture World War I replica aircraft, using traditional building methods. Previously Wairarapa Aviation, it has built both flying and static aircraft for movies, including Peter Jackson's King Kong, and for museums and collectors. The company expects to start exporting aircraft and parts this year.
At the other end of the scale, Air New Zealand could develop its engineering business by turning its hand to niche skills such as converting passenger aircraft to freighters, or fitting out luxury private jets – potentially carrying local suppliers along with them.
Australians were taken aback by the wealth of Kiwi knowhow on show at last month's Avalon Air Show in Melbourne, where 12 companies racked up between $10 million and $20 million in sales.
More established, high-profile manufacturing success stories include Pacific Aerospace of Hamilton, which builds topdressing aircraft and has recently developed a model aimed at skydiving operators, and sightseeing and commuter airlines.
Newcomer Alpha Aviation has bought exclusive rights to French- designed Robin light aircraft and trainers and has a full order book.
Together they form part of an aviation industry cluster at Hamilton International Airport.
On the ground, pick up your bags from the baggage carousel at any airport in New Zealand, Australia, or North and South America and there is a good chance it has been designed and built by Glidepath of Auckland.
In three decades Glidepath has expanded to seven countries and has revenues of about $100 million a year.
Several operators have crossed the Tasman, including Auckland- based Airwork, which launches a freight airline in Australia on Monday in a joint venture with logistics company Toll Holdings, adding to existing interests there.
Vincent Aviation of Wellington flies scheduled services in Northern Territory, and has a Darwin charter business. And specialist helicopter company Heliharvest has earned a name for itself in the Pacific for its pinpoint accurate aerial firefighting skills and heavy lifting capability, using huge Russian helicopters.
But for all those successes, it will require a seismic structural and resourcing shift to put the aviation industry on an internationally competitive footing, Peet Aviation says.
And it will need government or industry support. Most aviation firms lack the necessary financial clout and management ability to go it alone globally, the report says. Partnering Australian companies could provide a stronger export platform.
Ms King says the enormity of the opportunity for the industry means there is a need to invest in specialist management to guide growth in a sustainable and structured manner.
Aviation is a backbone to the New Zealand economy, "so you wouldn't want to see a number of them going out of business".
www.airliners.net/open.file/1203568/L/
And in case you missed the background, here's a news article from 19 April www.stuff.co.nz/marlboroughexpress/4030810a6425.html
And here www.stuff.co.nz/stuff/dailynews/4041657a13.html , an article on NZ aviation as the industry is today:
The aviation industry is being presented with enormous opportunities. Roeland van den Bergh explains.
EVER since South Canterbury farmer Richard Pearse took to the sky early last century and landed on a gorse fence, New Zealand aviators have had a can-do attitude that has built a unique industry.
The industry has its roots in agriculture and an economic need to transport people the length of a long, skinny and geographically challenging country.
Aviation pioneers converted surplus World War II Tiger Moth training planes for top dressing to help develop steep hill country. And American helicopter maker Robinson never imagined its tiny R22 commuter helicopter, designed to carry an executive and his briefcase, would be used to haul deer out of New Zealand's hinterland.
"Unlike most economies, aviation has grown up here from real grass roots, bedrock, home construction," Aviation Industry Association chief executive Irene King says.
Today, the industry of about 600 businesses contributes an estimated $1 billion a year to exports, ranging from Air New Zealand's engine and engineering services to light aircraft manufacturing, pilot training and classic leather flying helmets.
But the industry has set a "conservative target" to triple that to about $3 billion by 2020, based on global industry growth.
Economic Development Minister Trevor Mallard says the industry must become a specialist 21st- century technology-based service and manufacturing provider to capitalise on a global aviation boom.
And the numbers are enormous.
Worldwide passenger numbers are expected to grow about 5 per cent a year for the next 20 years. Some 51,000 aircraft are expected to be delivered over that time to cater for demand.
China alone is projected to need 55,000 new pilots by 2025.
To capitalise on the opportunity, New Zealand will need to attract international partners, Mr Mallard says.
The massive demand for pilots, instructors, cabin crew, engineers and air traffic controllers "is the single most significant opportunity" for the sector, a report has found.
"This situation is expected to continue for at least the next five years, likely longer, as fleets are rebuilt, new operators emerge, and growth prospects are realised in the developing nations of Asia, the Middle East and, perhaps later, South America," the Peet Aviation report says.
About 300 pilots a year are trained in New Zealand, a business worth about $26 million.
Ms King says she receives emails daily from other countries asking if New Zealand has the capacity to train up to 4000 pilots.
Such numbers have caught the attention of big foreign investors who are prepared to put in the $25 million to $50 million needed to build a new facility or develop an existing school.
Our uncongested skies, strong regulatory system, challenging geography and changeable weather give trainees a broad range of skills, Ms King says.
British multinational airline pilot trainer CTC Aviation opened a school at Hamilton airport two years ago and expects to train 144 mainly British students a year, contributing $95 million to the region's economy in the next 10 in years.
Invercargill Airport's operations manager, Eric Forsyth, says the airport is talking to potential investors and hopes to have an airline pilot school open by early next year, possibly in conjunction with Southern Wings flying school which is based at the airport.
Three similar schools are being considered for other airports.
Peet Aviation cautions against targeting the mass training of pilots and recommends the sector focus on training instructors for airlines and flying schools overseas.
European plane maker Airbus could be a partner for a New Zea- land-based school, to compete with rival Boeing's new facility in Queensland, Australia, which will be the first to train pilots to fly an airliner without the student ever having flown solo.
But while New Zealand can only hope to train a fraction of the world's airline pilots, it can dominate the training market for helicopter pilots, because the country is already highly regarded, Ms King says.
"(A pilot's) skills are constrained by the environment that you have been taught in, and both Canada and New Zealand have the advantage of having pretty rugged terrain, combined with fairly dramatic changes in weather."
Opportunities also exist in non- flying aviation education training, including management, and border and security control as well as air traffic controllers, Ms King says.
State-owned air traffic control provider Airways New Zealand has earned $20 million training controllers in the United States in the past five years. Airways has also developed a full-sized control tower training simulator that can realistically depict the view from any tower in the world on a surround-screen.
Airways spokesman Ken Mitchell says it plans to take advantage of the worldwide boom in demand for air traffic control training, which is partly due to a looming retirement bubble in the US, and the growth of aviation in India and China.
The tower simulator is an example of niche technology developments, some taking on global aerospace giants by developing cheaper and simpler options. Pacific Simulators has slashed the cost of a fixed-based Boeing 737NG simulator to $1 million, compared with $20 million for a full-motion version. The simulators are training-certified and also supplied to the entertainment industry, giving anyone a realistic taste of what it takes to fly a jetliner.
The death of liquor baron Michael Erceg in a helicopter crash in 2005, and the long search for his aircraft, led to the development of a satellite- based tracking device for aircraft.
James McCarthy of Spider Tracks says private pilots had been expected to be the main buyers of the $3500 portable trackers, but the Manawatu company has instead been overwhelmed by interest from small and medium-sized airlines wanting to track their aircraft, including an Indian airline with 100 planes.
Vintage Aviator is possibly the only company in the world with approval to manufacture World War I replica aircraft, using traditional building methods. Previously Wairarapa Aviation, it has built both flying and static aircraft for movies, including Peter Jackson's King Kong, and for museums and collectors. The company expects to start exporting aircraft and parts this year.
At the other end of the scale, Air New Zealand could develop its engineering business by turning its hand to niche skills such as converting passenger aircraft to freighters, or fitting out luxury private jets – potentially carrying local suppliers along with them.
Australians were taken aback by the wealth of Kiwi knowhow on show at last month's Avalon Air Show in Melbourne, where 12 companies racked up between $10 million and $20 million in sales.
More established, high-profile manufacturing success stories include Pacific Aerospace of Hamilton, which builds topdressing aircraft and has recently developed a model aimed at skydiving operators, and sightseeing and commuter airlines.
Newcomer Alpha Aviation has bought exclusive rights to French- designed Robin light aircraft and trainers and has a full order book.
Together they form part of an aviation industry cluster at Hamilton International Airport.
On the ground, pick up your bags from the baggage carousel at any airport in New Zealand, Australia, or North and South America and there is a good chance it has been designed and built by Glidepath of Auckland.
In three decades Glidepath has expanded to seven countries and has revenues of about $100 million a year.
Several operators have crossed the Tasman, including Auckland- based Airwork, which launches a freight airline in Australia on Monday in a joint venture with logistics company Toll Holdings, adding to existing interests there.
Vincent Aviation of Wellington flies scheduled services in Northern Territory, and has a Darwin charter business. And specialist helicopter company Heliharvest has earned a name for itself in the Pacific for its pinpoint accurate aerial firefighting skills and heavy lifting capability, using huge Russian helicopters.
But for all those successes, it will require a seismic structural and resourcing shift to put the aviation industry on an internationally competitive footing, Peet Aviation says.
And it will need government or industry support. Most aviation firms lack the necessary financial clout and management ability to go it alone globally, the report says. Partnering Australian companies could provide a stronger export platform.
Ms King says the enormity of the opportunity for the industry means there is a need to invest in specialist management to guide growth in a sustainable and structured manner.
Aviation is a backbone to the New Zealand economy, "so you wouldn't want to see a number of them going out of business".
